Chassis lubrication



'Dec. 22, 1936. y J. BIJUR ,0

. CHASSIS LUBRICATION J Original Filed Feb. 28, 1924 3 Sheets-Sheet l v72 5 ll? a ci WWW Dec. 22, 19 36. J. BIJUR 2,064,877 I CHASSISLUBRICATION Original Filed Feb. 28. 1924 3 Sheets-Sheet 2 J. BIJUR CHASSI S LUBRICATION Dec. 22, 1935.

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Patented Dec. 22, 1936 UNITED STATES PATENT OFFICE CHASSIS LUBRICATIONJoseph Bijur, deceased, late of New York, N. Y., by George Bijur,executor, New York, N. Y., assignor to Auto Research Corporation, acorporation of Delaware 11 Claims.

The present invention relates broadly to remote-control fluiddistribution and is concerned in certain preferred applications withsystems, methods, installations and the constituent elements thereof forlubricating a multiplicity of bearings on a machine, a group ofmachines, or mechanical installations generally from a readilyaccessible point of control.

The invention relates especially to lubricating installations of thetype in which lubricant pressure is transmitted from a pressure source,such as a pump, through a system of lubricant-filled piping,concurrently to various distributed outlets therein, which communicatewith the bearings. The invention is shown exemplified in a preferredapplication to the lubrication of all or most of the bearings on thechassis of a vehicle, such as an automobile or a motor truck.

It is an object of the invention to provide a system of the above type,devoid of oil cups, grease cups or other bulky fittings, which shall beeasily and reliably operable, to deliver predetermined charges orpredetermined percentages of a charge of oil from a reservoir,simultaneously to a multiplicity of distributed bearings, by a singlesimple non-selective operation.

Another object is to accomplish the result last stated withoutsubstantial increase in the cost, complexity or bulk of the system, andwithout loss or impairment of any of the other advantages that mayinhere in the system.

Another object is to provide a system of the type referred to, in whicha maximum number of bearings may be simultaneously lubricated,substantially unfailingly, and with a minimum number of flow controllingdevices or fittings.

Another object is to provide an installation of the type referred to inwhich the troublesome operation of cleaning fittings and the like, tomaintain the system in operation, is eliminated, and in which an injuredfitting can be easily removed and replaced without loss of oil andwithout the possibility of deranging the installation.

Another object is to provide a system of the type mentioned, theoperativeness of which as a whole, will not be impaired, even if alocalized area of the pipe line be destroyed and in which a destroyedlength of pipe can be easily replaced without the need for firstdraining the system of oil.

In the preferred method and apparatus for carrying out the above andother objects, the lubricating oil is forced through metal pipes ofsmall diameter, tothe bearings or to groups of bearings in parallelbypressure applied at one point of control. Each line is normally keptfilled by appropriate check valves preferably at or near the bearings,said valves operating under applied pressure to deliver oil to thebearings.

It is found that the check valves will close positively when seated bysprings that retract under about 5 pounds of oil-pressure to permitflow. To avoid exacting requirements of manufacture, a variation of oneor even two pounds each way should be allowed, so that a normal valvemight open anywhere between say 3 and 7 pounds. Such irregularities inthe seating pressures of the check valves, however, and differences inthe lengths of pipe line connecting them, with the source of pressuremay result in relief of pressure at a valve having a weaker spring,particularly if such valves should be near the source of pressure, sothat the corresponding bearing would receive an excess of oil at theexpense of other bearings, some of which might receive too little oil.

To obviate this defect, there is interposed according to the invention,in the path of the flow to each bearing and in the vicinity thereof, apressure-absorbing or seepage resistance, which substantially determinesthe rate of oil flow past the corresponding check valve.

A desirable type of seepage resistance, preferred in many applications,is of metal or other non-porous material, affording one or more minutecrevices for the passage of the oil from the line. A satisfactoryelement includes a small-bore tube, plugged with a rod or wire, a fewthousandths of an inch smaller in diameter, providing a minute crevice,annular in crosssection, through which the oil passes slowly to thebearing when sufiicient pressure is applied. The seepage resistance orobstruction and the associated valve are preferably located in theinterior of a pipe fitting, which is called a drip plug which may bescrewed in lieu of an oil cup into a part to be lubricated. The outletcrevice of each drip plug is restricted to such extent as to offer anobstruction to flow of lubricant several times greater than theresistance to flow encountered in the length of the pipes, added to thatimposed by the valves and to that encountered in the bearings.

When a high pressure like to 50 pounds exists in the line andparticularly at the drip plugs, the latter would thus be a determiningfactor in the flow to each bearing, substantially regardless ofsubstantial diiferences in the lengths of the courses from the pump tothe various drip plugs, or in the tightness or looseness of thecorresponding bearings, or of substantial variations in the seatingpressures of the valves, which would open substantially concurrentlyupon application of the pressure.

Not so in the case of low oil pressures, like five pounds, which wouldresult in great inequalities in the flow from the drip plugs, as thosenearest the pump outlet or having the lightest valve springs would openfirst and permit the oil to escape and perhaps prevent the pressurebuilding up at all to the point where the stiffer or more remote valveswould operate, whereby the distribution would be faulty.

To assure reliable distribution at all times in a system of the typeconsidered, it is, therefore, desirable to apply the high pressure tothe line initially at each operation and to substantially maintain itduring operation. A spring discharged pump would be suitable for thispurpose, provided too much of the energy is not wasted within the pump,and provided the pressure transmitting agency intervening between thepump and the outlets is substantially incompressible at all times. Onlyin this case would the discharge pressure of the pump promptly raise theline pressure to maximum, for, concurrent opening of all the valves andfor correct distri- "bution throughthe drip plugs of an, oil chargeequal to that forced into the line by the pump.

All of the foregoingobjects and features of construction which are ofmore or less general application, are exemplified in chassis lubricationin the present lubrication and specifically in lubricating from a singlesource all or most of the bearings on the frame, and those at the axlesof the motor vehicle, but of course these systems may be utilized tolubricate other machinery than automobile chassis.

In this application the pump is mounted at a convenient place on thechassis frame, and main conduits may extend along the sides of theframe, with taps each provided with a drip-plug from which the variousparts carried on the frame,

such as the spring shackles and the steering gear are supplied inparallel with lubricant, said piping having, moreover, one 'or moreconduits or taps also provided with drip plugs and extending to thebearings on the unsprung parts or axles, 'for instance, to the king pin,the tie rod clevises and the brake linkage, and to other parts movablewith respect to the frame.

It is among the objects of the invention to provide for a vehicleinstallation, a serviceable conduit of :small diameter and low cost,which is easy to install on: any of a wide variety of vehicles,regardless what the-construction or type of frame or springs, whichprovides the required yield or flexibility where flexure should occur,yet is not subject to whipping, which remains tight even for relativelyhigh fluid pressure, and which is substantially proof against rupture orleak from vibration of the moving vehicle even in hard usage.

The conduit element through which fluid or pressure is transmittedbetween the chassis frame and the axle should accommodate relativemovement of these parts, which occurs as the springs flex during travelof the vehicle, and this relative movement is of greater range than thatbetween other parts of the installation.

Among other objects of the invention are to provide a conduit in theabove relation, which has no exposed unprotected parts likely to be bentor broken off by the usual impacts encountered in ordinary usage, which.is inconspicuous and which, while accommodating without undue strain atany part of the conduit, the relative motion between the frame and theaxle, or between other elements of the structure, is neverthelessmechanically so strong and is retained in place upon the vehiclestructure so securely as not to be torn loose by the driving of thevehicle through brush or bushes, which will suffer no substantial injuryfrom pelting by ice or loose stones that may be thrown up from the roadby the movement of the vehicle thereon, which will not be torn off ordamaged by mud frozen thereonto, and which will not be disturbed byhandling as by removing mud in cleaning the vehicle.

Because of the high resistance of the drip plugs, the rate of flowthrough the mains is very slow, hence pipes of extraordinarily smallbore may be used to convey the oil, without objectionable loss of head.Such piping is inexpensive and can easily be formed to follow aroundobstructions on the frame and to provide the flexibility for theyielding branches by coiling preferably into a helix, serving as ahollow coil spring to accommodate angular or longitudinal motion. Thepipe being light has low inertia compared to its strength and may bridgeunsupported through the air for a foot or more from the frame to anunsprung part of the chassis, without whip-. ping, or may extendlengthwise and be detachably clamped to a vehicle spring or to someother structural part connecting the frame and the axle, leaving only ashort hinging or bridging portion unsupported between its ends. Thus, heprovides a continuous oil-tight seamless metal duct from the frame tothe axles, to sustain the oil pressure and eliminates the likelihood ofleakage incurred in a conduit of so-called flexible hose, or inswiveling joints under pressure.

Where two or more bearings on the installation are associated, it ispreferable to provide lubricant therefor through a single drip plug,which preferably delivers to the uppermost of said bearings, thestructure being provided with one or more ducts that lead the lubricantseriatim to the bearings.

In the accompanying drawings in which are shown one or more of variouspossible embodiments of the several features of the invention,

Fig. l is a diagrammatic view showing the application and constructionof various forms of drip plugs.

Fig. 2 is a diagrammatic plan of a motor vehicle showing the lubricatinginstallation thereon,

Fig. 3 is a side View on a larger scale indicating the construction andmethod of piping installation.

Fig. 4 is a sectional view taken along the line 4-4 of Fig. 3.

Fig. 5 is a sectional view taken along the lin 55 of Fig. 3,

Fig. 6 is a sectional view on an enlarged scale taken along the line 6-6of Fig. 2.

Referring now to Fig. l, he has shown a centralized lubricating system,the distributing piping P of which includes branches P, shown merelydiagrammatically to suggest a conduit arrangement for supplying amultiplicity of distributed bearings of a mechanism or system ofmechanisms, such as a factory installation. A single suitable source ofoil pressure is indicated diagrammatically at 0 and serves, whenactuated or in operation, to place the entire piping under pressure,substantially sustained at or in *advance of each bearing by a highlyrestricted pressure absorbing outlet in the pipe. The exit of the oil tothe bearings will thus be at a slow predetermined rate which depends onthe pressure at the source and is largely determined at each outlet bythe resistance thereat.

The drip plug construction The highly restricted outlets are embodied inpipe fittings, which are called drip plug fittings, special types ofwhich are shown in Fig. 1, and on an enlarged scale at A, B, C, D and E.Each type of fitting is primarily intended to be used in a definiterelation, as will appear below.

To prevent slow draining of the pipe line while the pressure source isidle, which draining might occur by entry of air at a drip plug atrelatively high level, and escape of oil through one or more drip plugfittings at lower level, it is desirable to provide a relief valve at orin association with each said fitting.

At A is showna drip plug fitting of elbow form, having more or lessgeneral application, and shown supplied from the end of a branch pipe P.The drip plug has a stem illustratively shown threaded by pipe thread 3!into a bearing b in lieu of an oil or grease cup. A relief valvecartridge 32 is threaded by pipe thread connection 35 into acorresponding transverse well 34 in the plug 30.

The plug-fitting 36 has a longitudinal circular bore 33 therein ofapproximately inch in diameter extending from near the base of well 34and therefore eccentricof the fitting so as to afford a substantiallength of thread 35 for secure hold of the valve fitting 32. Bore 33 isplugged with a length of metal wire or pin 36 of diameter only in theorder of .002 inch smaller than the bore to leave but a minute annularcrevice about inch long for exit of the lubricant. The pin is maintainedin place by a metal cup 3'1, press-fitted into a socket 38 in the baseof the plug 30, and is provided preferably with a central hole throughwhich the lubricant passes.

The cross-sectional area of the annular crevice, though minute, can bemade uniform within very fine limits, since it is the differentialbetween the cross-section of a bore and a wire plug, both of appreciabledimensions and both of which can be easily formed accurately. Greaterdifficulty would be encountered in forming accurately a minute apertureto provide the necessary resistance to flow, and such aperture would,moreover, be more easily clogged by a minute solid particle, than thepreferred annular crevice.

The relief valve cartridge unit 32 is formed with an integral valve seat39, against which the disk relief valve 46 is pressed by a coil spring4|, within the bore 42 of the fitting, said spring reacting against aperforated metal cup 43, press-fitted into the inner end of thecartridge 32. In advance of the valve 32 is plugged a wad 50 of feltwhich serves as a strainer to intercept any chips that may be picked upby the oil. The wad is backed by a cup 5! of fine metal mesh, the latterto prevent any minute fibers from the felt passing to the valve seat 39.The felt is maintained in place against escape from the cartridge by apress-fitted perforated cap 52 at the inlet end thereof.

To assure effective seating of the relief valve, the valve seat ispreferably highly burnished and the seating surface of the valve isprovided with a seating facing d4 of a material yielding to compensatefor possible irregularities in the seat, smooth, to seat completelyunder light pressure,

substantially impervious and chemically inert to oil and nonsticking. Inone type of construction, the seating portion comprises an oil-proofyielding backing with a smooth oil-proof, pliable and non-stickingfacing to engage the valve seat. The backing may be smooth cork, oroil-proof rubber compound, one commercial form of which is known asHippohyde, varnished cambric, or any oil-proof gasket material. Thefacing may be metal foil, animal membrane, sheet celluloid, non-porousleather or leather substitute, or oil paper, linen or silk. In thedrawings, the rigid valve disk has secured thereto, the yielding backinglayer 44 as of varnished cambric covered with the facing 45 as of oilpaper. If oiled or varnished cambric, paper, linen or silk is treated inany of the known methods to avoid the sticky surfaces, it may be used inlieu of the two-ply backing and facing construction just described, butthe latter is preferred.

The elbow drip plug fitting A described, serves more particularly as aterminal fitting, that is, a fitting connected to the extreme end of apressure line, said fitting delivering through the restriction pinthereof, the entire discharge there through to the bearing at which thefitting is applied. He has accordingly designated the fitting terminaldrip plug. The preferred coupling J between the lubricant delivery pipeand the drip plug fitting is formed by flaring as at 53, the end of thepipe which may be of copper or other soft metal. The flared pipe endfits against the correspondingly beveled rim 56 of the cartridge 32 andis clamped thereagainst by the correspondingly sloping shoulder 57 of anut 5 encircling the pipe end and threaded at 55 onto cartridge 32.

At B is shown a drip plug fitting similar in general principle to thatdescribed, but formed in a straight line rather than of elbow formation,as fitting A. This type of drip plug has a particular field ofapplication in association with a complementary pipe fitting, to feedlubricant to a bearing, substantially in the run of a line rather thanat the terminal or end of the line, and he has accordingly designated itline drip plug. In the application shown, the line drip plug comprisesthe pipe fitting 613, which has a pipe thread Bl at its outlet, to beapplied in the bearing b, and a similar pipe thread 52 at its inlet end,shown applied in a tubular pipe connecting fitting in the run of theline. The line drip plug fitting 60 in this embodiment has a plug 63press-fitted thereinto, with a hub extension 64 encircled by spring 65that urges valve 66 against its seat Bl. The restriction wire or pin 68fits in an axial bore in plug 63 and is retained against falling out ofthe fitting by a perforated press-fitted cap 69, backed by a sheet offine wire mesh. It will be seen that when pressure is applied at thesource, the line drip plug will feed lubricant at the predetermined rateto the associated bearing, while the main charge is passed on throughthe length of the line which is tapped by said line drip plug. Otherfeatures of construction and of the operation of the line drip plug Bwill be apparent from the description of the terminal drip plug A. Asindicated at '12 the drip plug when inserted into the head or cap willnot block the bore therethrough.

Where there is insufiicient room to affix at the bearing, the drip plugto supply the same, it may be preferred to employ the arrangement offitting shown at C in Fig. 1, connecting such fitting to the bearing(not shown) through an intervening length of pipe H. For this purpose,he provided a drip plug fitting of the straight formation shown at Brather than of the elbow formation shown at A, said drip-plug C in thelength of the line and attached to the supporting structure as by astrap or staple S. As the outlet end of the small diameter fitting B hasa pipe thread, and

an insufficient thickness of wall for the bevel to effect a couplingconnection of the type shown at J with the flared pipe end, theconstruction shown at C is modified somewhat, as shown, with respect tothat at B, similar parts having corresponding reference numerals primedhowever. In the fitting C, the plug 63' is seated against a shoulder 13in the bore of pipe fitting 6 and protrudes from said fitting, thedesired bevel 72' for the pipe being formed in part on the thin fittingwall, and in part on plug 63. The restriction wire or pin 68. is keptfrom falling out of its bore by a. cap 69' press-fitted into acorresponding socket H1 in plug 63 and having an eccentric outletaperture.

As indicated at J in fitting C of Fig. 1, the end of the pipe H isfiared so as to contact closely with the bevel at the outlet end of thedrip plug C and the nut, as shown, is slipped onto the pipe eitherbefore flaring or from the other end thereof and when it is tightenedupon the threaded end of the drip plug will clamp the flared end of thepipe in lubricant-tight relation with respect to the drip plug body. Thering S may be utilized to hold the drip plug body fill, said ring .8being provided with an ear by means of which the body 60' may beconveniently attached to a frame structure, as for example to the sideview members of the chassis frame.

Another type of drip plug fitting is shown at D, and this isparticularly useful for delivering lubricant in parallel to twobearings, at one of which, for instance, because of lack of room, it isnot desired to directly apply a drip lug. In this relation, it will beseen that a drip plug structure 60' generally similar to that at C has apipe thread 400 at the inlet or felt wad end thereof, rather than thecylindrical screw thread in the fitting at C, said pipe thread fittinginto a corresponding socket AM in a T fitting 402 by which it iscarried. The T fitting may be a casting provided with an integralmounting lug 403 by which it is secured to the supporting structure andas shown, has a direct passage therethrough supplied from the pipe P anddelivering to the drip plug structure. The integral stem 504 of the Tfitting feeds through a pipe P to some other bearing, the fiow throughsaid pipe controlled by an appropriate drip plug (not shown) in advanceof or at a bearing (not shown) supplied therefrom. The outlet end of thedrip plug body Eli, as shown at D of Fig. 1 may be connected to theconduit Tl leading to a bearing 13 by the coupling nut 14, theconnection shown in Fig. 1 at D being substantially identical with thatshown in Fig. 1 at C, said connection in Fig. 1 at C being indicated bythe letter J.

At E, he has illustratively shown a fifth type of drip plug fitting,controlling the flow not only tothe bearing b at which it is mounted,but also that to a line @135 which may lead to some other bearing b Theconstruction shown comprises an elbow casting having a supporting stem406 threaded into the bearing and provided preferably with an axialrestriction pin fill! supported by a friction-fitted perforated cap 508backed by a sheet 409 of metal mesh. The arm 4M) of the elbow fittinghas a restriction pin M0 held in place by means similar to that forretaining pin 401 in place. Into a. well M I at the back of arm 4H) andcoaxial therewith is threaded by a pipe thread as shown, a valvecartridge 4H preferably identical with the cartridge 32 of fitting A.Pipe P is connected by a coupling of the type shown at J to the inlet ofcartridge 4 and a pipe 405 leading to another bearing is connected by asimilar coupling to the end of restriction arm am. In the compound dripplug fitting just described,- it will thus be seen that when pressure isapplied to the line, the valve in cartridge 4| I will be forced open andlubricant will drip past the restriction determined by pin 40'! to thebearing 11 and in parallel and simultaneously therewith, pastrestriction llil to and through pipe 405 to the bearing 22 at the end ofthe latter.

As shown in the drawings, the restriction pins in all of the fittingsdescribed, preferably protrude beyond the ends of the bores into whichthey fit, so that the restriction crevice is of substantially uniformeffectiveness from end to end of the restriction bore, where localvariations in resistance might be incurred if the restriction pin wereshorter than the bore therefor.

In the generalized system shown in Fig. 1, the drip plug restrictionsare shown substantially at a common level. It is clear, however, fromthe foregoing description, and as will be further exemplifiedhereinafter that the system will operate successfully with the dripplugs extending in any directions whatsoever, and arranged at Widediversity of levels.

Obviously, the drip plug fittings although particularly intended to beoperated in multiple could be connected to advantage for selectiveoperation, one or more at a time.

Automobile chassis lubrication The generalized lubricating systemdescribed'in the foregoing has a specially desirable field ofapplication in chassis lubrication.

In Fig. 2 is shown a substantially complete layout of a lubricatinginstallation on a typical motor vehicle chassis. The chassis shown has aframe composed of longitudinal channel bars CC connected by cross-piecesDD and with an engine EE mounted thereon near the forward end. Theengine has the usual accessory machines, such as the water pump W andthe generator G, the engine starting motor S and the usual fan F whichis back of radiator RR. Back of the engine are the clutch, operated by apedal (not shown), the transmission box assembly T and the propellershaft M driven therefrom and extending to the rear axle RA, upon whichthe rear end of the channel frame is sustained by interposed vehiclesprings V hinged at their forward ends as at VB and connected at theirrear ends to the back of the channel frames as by shackles VS. Theforward axle FA stains the front end of the channel frame by interposedvehicle springs V, which are hinged at their forward ends at VBand connected by shackles at their rear ends, as at VS. The front or steeringwheels are operated from the usual steering wheel at the upper end ofthe steering column SC, which is connected through rock-shaft RS onframe CC to operate the drag link DL, the latter connected at itsforward end to the knuckle steering arm KA. The usual tie rod TRconnects the steering arms KA and TA on the two knuckles.

The brake cross shafts BS and BS which are mounted in lugs BG,protruding from opposite sides of the channel frame operate respectivelythrough links BL and BL, the foot and emergency brakes (not shown)coacting with brake drums BD on the rear wheels, and said crossshaftsare, in turn, actuated by linkage (not shown) operated from the brakepedal and lever (not shown).

By the invention, lubrication is accomplished with a minimum of effortfrom one control station conveniently accessible on the vehicle, of allof the bearings upon the chassis whether on the unsprung axles or on thesprung chassis frame. Among the various bearings lubricated from thecentral source, as shown in the illustrative embodiment, are mountingbolts for the springs, the steering gear, the brake linkage, the clutchand brake shaft pedal bearings, the fan bearing, the king pin and thetie rod bearings.

The oil reservoir R shown in Fig. 2 is preferably secured as by asupporting strap I58 to the dashboard DB, the strap being drawn tightabout the reservoir by a bolt II.

The copper pipe H9 which connects the outlet of the reservoir to thepump I2! has extra length in the form of a loop I 52 which facilitatesmaking up the connecting unions and provides yield to accommodatewithout strain on the unions, any small relative displacements betweenthe reservoir and the pump.

At, or in advance of each of the bearings on the chassis is located asuitable drip plug of one of the various types shown in Fig. 1, at A, B,C, D and E.

The reservoir may be located in a position convenient for filling, andwhere its contents may be kept fluid in cold weather by the heat fromthe engine. The pump is located in positions convenient for operation bya person at the drivers seat.

For distribution of the lubricant from the pump to the various bearingsor drip plugs on the chassis, there is provided a system of pipingincluding various dividing, branch or multiple outlet T, orcross'fittings located at various parts of the vehicle which may servethe function, as is apparent, not only of distributing the lubricant butof positioning upon the vehicle, the pipe lengths connectedtherebetween.

In the illustrative embodiment shown, the pump outlet pipe I53 leads tothe inlet nipple of a primary distributing fitting I55, which is boltedat the inside or concealed side within the channel CC. Each of thevarious other nipples of primary fittin I55 supplies a correspondingsecondary fitting, each of the latter, in turn, leading throughcorresponding piping, in some cases directly to bearings to belubricated, in other cases by way of further dividing fittings.

The construction and mounting of the primary fitting is shown apart inFigs. 3 and 4. As shown, the mounting lug I56 is integral with thefitting and its support engaging surface is offset laterally from theaxial nipple or nipples I51 and I58 thereof, so that when mounted in thechannel frame, ample room is left for application of a wrench to tightenthe nut I 59 for making up couplings of the type shown at J in Fig. 1.One of the nipples I58 of primary T fitting I55 is connected to a pipelength I66 which leads forward to the rear nipple of fitting I6I on thechan nel frame. Another nipple of the primary fitting is connected to apipe length I62 which leads rearward to the forward nipple I63 of afitting I64, and a lateral nipple of the primary T fitting leads throughthe transverse length of the pipe I66 to fitting I61 on the engine. Theadvance nipple I68 of fitting I6I is connected through another pipelength I 69 to the rear of a T, drip plug fitting I16 of the type shownat D in Fig. 1, near the forward end of the frame. The drip plug outletof fitting I16 is connected to a length of pipe I86, the forward end ofwhich extends through the mounting casting for the front spring bolt, tosupply the bearing surface thereof. By this arrangement, he avoidedplacing the drip directly at the forward spring eye bolt, where it mightbe subject to injury.

The lateral nipple I'll of fitting I leads to fiexible bridging pipingI12 connected to front spring V and near the forward end thereof, thencealong the front spring V through a resilient pipe element or spring runI13 and along the axle to the stem fi l of a T fitting I15, mounted onthe front axle. Pipes I16 and I11 longitudinally of the front axle aresupplied from the lateral nipples of T fitting I and lead respectivelyto outlet fittings rigid with the axle and at the pivot axes of the leftand. right knuckles K, at which the lubricant is divided, to supply thevarious knuckle bearings, by a suitable arrangement, the details ofwhich are not material, taken by themselves, to the invention claimedherein, and, therefore, not described.

Lateral nipples 582 and I83 of fitting I 6! lead through pipes I82 andI83 to different parts of the steering gear. A branch outlet nipple I84from the T fitting I6I leads through a pipe I85 to a dividing fittingI86 of the type shown at E in Fig. 1, the drip plug restriction (notshown) in the stem of which supplies lubricant to the upper bearing boltof shackle VS of the front spring, while the drip plug restriction inoutlet arm I31 thereof is connected through a pipe I81 to supply a partof the steering gear. The shackle is preferably arranged to feed excesslubricant through an appropriate duct in one of the links thereof, fromthe upper to the lower bolt. This construction is not shown herein, asthe details thereof, taken by themselves, are no part of the inventionclaimed herein.

The dividing fitting I61 which is secured to the flywheel housing and issupplied directly from the primary dividing fitting through pipe lengthI66, heretofore referred to, has a lateral outlet nipple I 96 whichleads through a pipe I 9i to lubricate through a drip plug fitting dp ofthe elbow type, shown at A in Fig. l, the clutch and brake pedal shafts(not shown). The other outlet of fitting I61 leads through pipe I93 to aT-fitting I 9 1 also mounted upon the engine crank case. The lateraloutlet I95 of fitting I94 leads through pipe I96 to T-fitting I91 on theright channel frame and communicating with the right main. A metal pipeI98 is supplied from the T-fitting stem I99 and leads to a drip plugfitting 290 of the type shown at B in Fig. 1, which is secured to theflywheel housing and lubricates the gear (not shown) of the startingmotor S. The lateral outlet 26! of fitting 260 feeds lubricant throughpipe 262 to drip plug fitting 203 at the water pump. Drip plug 263 is ofthe general type shown at D in Fig. l, but has a lateral outlet nippleat right angles to the inlet nipple, and connected by pipe 2% to theshaft 265 of the fan, the copper pipe being looped as at 206 over theshaft to accommodate adjustment for the fan belt.

The dividing pipe fitting I6 1, as shown in the drawings, Figs. 2, 3,and 5 supplies lubricant to the bearing I6 for the brake cross shafts BSand BS and at the exterior or exposed side of the channel frame. Toavoid looping the conduit pipe under the channel frame for reaching thesaid bearing there is inserted the nipple 205a, which leads to saidexposed bearing through a corresponding aperture in the channel frame,said nipple serving preferably also as the mount for the multi-nipple ordividing fitting I64 and dispensing in this case with the extra lug I56used for mounting the primary and some of the other secondary dividingfittings. As best shown in Fig. 2 in connection with Figs. 3 and 5, thefitting IE4 is of cross formation, and the mounting nipple 205a isclamped against the frame by a nut 206. The exterior pipe 201 isconnected to the mounting nipple by a coupling of the type shown at J,and delivers through a fitting 20B of the type shown at B in Fig. 1, therestriction plug of fitting 2E8 delivering to the end bearings of thebrake cross shafts at the lower side of .which it is mounted. Thelateral outlet 209 of fitting 208 is connected by a length of pipe 2H3fixed by a coupling J to a drip plug clp having a pipe thread outlet tothe front bolt VB of the rear spring to drip to the bearing surfacethereof in the well understood manner.

A nipple 2I2 on fitting I64 is connected to a pipe 2I3 which suppliesthe rear axle, said pipe provided with a few helical turns 2 I8 to therear of and coaxial with the hinging bolt VB of the rear spring andextending lengthwise along the rear spring in a run 220. The rear end ofrun 2220 leads to the stem of T-fitting 22! anchored to the rear axleRA. Pipe 222 from one lateral nipple of fitting ZZI supplies thecorresponding wheel bearing at an outlet or drip plug fitting dp. Pipelength 223 along the rear axle leads to T-fitting 224 anchored to saidaxle. One nipple of fitting 224 supplies the other wheel bearing throughfitting dp at the delivery end of pipe 225 while branch pipe 226 fromstem 22? supplies the difierential pinion shaft bearing at a drip plugfitting dp. A nipple 228 on the crossfitting I6 1 supplies the length ofmain 229 which leads rearward along the channel frame to supply the rearspring shackle VS.

Nipple 230 on fitting I54 delivers to a transverse pipe 23! along across-bar DD, which leads to a cross-fitting IM' similar to fitting I64,and at the right-channel frame, and similarly connected through amounting nipple 208' to lubricate the right end of the brake shafts andthe rear shackle. The forwardly extending pipe 232 from cross-fitting Hil leads to pipe fitting I91, heretofore referred to. A length of pipe235 from the forward nipple 235 of T-fitting I91 supplies the T-fitting231, the lateral outlet of which leads through a length of pipe 238 tolubricate the shackle VS for the front spring at the right hand channelframe through a drip plug terminal. The forward nipple of T-fitting 237leads through a pipe 239 to supply the forward bolt VB of the frontspring through a drip plug 239 of the type shown at C in Fig. 1. Pipe246 is connected to the rear nipple of fitting I64 and supplies the rearshackle of the right-hand rear spring, the parts having the samerelation as at the left channel frame. Nipple 24! of fitting I54supplies lubricant to the intermediate bearings BB, BB and BB of thebrake cross-shafts BS and BS in the manner apparent from Fig. 6 and fromthe description thereof below.

In the preferred mode of installation of the piping system brieflydescribed, the various distributing fittings 555, I65, etc., would beinitially mounted at their appropriate places upon the channel frames,axles, flywheel housing and other parts of the chassis, at appropriateholes pro* vided for the purpose, and the various terminal drip plugs dpwould be applied at or in advance of the various bearings at lineterminals. As appears from the foregoing description, there are threebroad types of distributing fittings. Dividing fittings in general suchas at I6 5, are mounted by bolts through their mountings lugs of thetype shown at I56. Fittings I64 and I64, one outlet of each of whichleads to they exterior side of the channel frame may be mounted at saidnipples, without extra mounting lugs, as previously described. Dividingfittings such as at I86 and 200 and which are contiguous to one of thebearings supplied therefrom and in the run of the pipe line, may bemounted by threading directly into the bearing, the line drip plugelement of which constitutes the stem of the fitting as at B in Fig. l.

The fittings being thus applied, the various connecting lengths of pipewould be mounted in position. Preferably lengths of copper or otherbendable or soft metal seamless pipe of some elasticity is used. As bestshown in Fig. 3, each pipe length pl is preferably positioned or locatedagainst endwise displacement by engagement of its previously flared endse with the beveled clamping surfaces 02 of the T nipples between whichit is to be connected and is securely held after the couplings are madeup by tightening the union nuts n to form the secure couplings of thetype shown at J in Fig. 1.

Each length of pipe is then preferably stapled or clipped at intervalsas at st, to the part of the vehicle structure along which it extends.Each length of pipe is, of course, somewhat longer than the distancebetween the nipples which it connects, the extra length beingaccommodated by curving the pipe between the nipples, the extra lengthpermitting of bending thesoft copper pipe about obstructions or otherspecial conformations on the chassis frame or other part, and assuringsecure connection of the couplings at both I ends, moreover,accommodating the weaving or.

distortion of the chassis frame in use, without strain on the couplings.

For lubricating the intermediate bearings on the brake cross-shafts BSand BS, line drip plugs 24' and 24 of the type shown at B in Fig. 1 aremounted in the lower part of bearings BB and BB At the final bearing BBis mounted a terminal or drip plug 25 of the type shown at A in Fig. 1,lengths of pipe 26, 2'! and 28 being then connected between thefittings, as shown. Oil is thus fed through a continuous line lengthwiseof the cross-brake shafts, and tapped from said line at intervals alongthe length thereof to the bearings. The valves and restrictions of theline drip plugs are only in the taps to the bearings, so that eachpasses only the lubricant for the bearing to which it is connected.

In the transverse line across the engine, there are provided extra loops250 in the short bridging portions near the channel frame, toaccommodate the vibration of the engine relative to the frame. The loopI52 in pipe I I9 connecting the reservoir and the pump, similarlyaccommodates any small relative displacement .therebetween. Similarloops, not specially described are located in various pipe sections thatconnect parts subject to small relative displacement in use of thevehicle.

In the arrangement of Fig. 2, it will be seen that there are twocross-lines I96 and 23I, one at the engine and one at the brakecross-shafts connecting the two mains. One cross-line is sufiicient forsatisfactory operation. With the arrangement shown, however, the effectof conduit-line pressure drop is substantially eliminated, the pressureat the drip plug or plugs most remote from the pump being substantiallyidentical with that at the drip plug or plugs nearest the pump, when thelatter is discharging.

By reference to Fig. 2, it Will be noted that all piping terminals aredisposed at parts that are rigidly attached to the frame axle, engine orother cross structure of the vehicle, so that the loosening or breakingstrain on the pipes of couplings, is avoided, which might result, if aterminal were secured to a member performing even small rockingmovements in operation, such as, for instance, the usual spring bolt.

It will be seen that the use of solder is avoided at the couplings forthe pipe terminals. The

. soft copper pipe lends itself readily to flaring at its ends formaking up the couplings shown at J in Fig. 1. The harder resilient brasspipes which are not readily flared are secured at their terminals bycompression couplings.

The entire length of the distributing conduit or piping from the pump toeach of the lubricating outlets or bearings, being non-dilatablepressure-tight metal pipe, preferably seamless, as heretofore set forth,even those flexible or resilient lengths that accommodate the relativemovements between the chassis frame and the axles, the flapping,splitting and leak which may occur in the use of ordinary flexible hoseto convey lubricant or fluid pressure from the chassis frame to theaxles, is wholly obviated.

By reason of the extremely slow rate of oil propulsion in the preferredsystem described, very small pipes, as small as internal diameter may beand preferably are used. Such pipes lend themselves with particularfacility to bending around obstructions on the chassis frames, asheretofore indicated, and to formation into the hollow springs and thespring runs, heretofore set forth in detail.

The particular arrangement and distribution of dividing or distributingT and cross-fittings in Fig. 2 of the drawings, constitutes but onemanner illustratively shown, in which a particular construction ofvehicle can be fitted for centralized chassis lubrication. It willreadily be understood that dividing fittings could be distributed atvarious parts, within the scope of the invention, of the chassis frameand axles in other manners that will readily suggest them selves tothose skilled in the art.

The layout of piping exemplified in the foregoing is not limited tochassis lubrication, but certain of the features thereof are applicablemore broadly to fluid or pressure distributing or transmittingarrangements generally as, for instance, for hydraulic brake orspeedometer operation.

In its application for lubrication, the piping installation is ofgeneral application to various modes of lubricant propulsion whether bypressure, gravity, air-blast or other means. A pipe installation, suchas that described, and especially the resilient parts thereof leading tothe axles may also be employed as conduits for electric conductorsleading to electric or electromagnetic apparatus on the axles, forinstance, to be operated from a source of current controlled from theinstrument board. A specific application would be to electromagneticallyactuated oil or grease cups. It will also be seen that the electricconductors could be mounted unenclosed in conduits in the mannerdescribed.

The novel features of the pipe installation in their broader aspects arenot limited in their application to motor vehicles, but may be employedin other relations, as for instance, for the lubrication of mechanismsgenerally, suggested diagrammatically in Fig. 1, such as textilemachinery or printing presses, and for the lubrication of entire factoryinstallations. Other applications Within the scope of the invention, fortransmitting pressure or fluid other than lubricant, will suggestthemselves.

It will be seen that the operation of the system is equally effective,whether a multiplicity or only a few drip plugs are on the line;regardless of the application, whether for chassis lubrication or forthe lubrication of stationary installations. In view of the fact thatthe check valves at the other drip plugs on the line, and the seatedpump piston at the head of the line, prevent venting, it will beapparent that an injured or defective drip plug may be removed andreplaced substantially with the same facility as an electric lamp on adomestic lighting circuit. For substantially the reason just set forth,should a pipe length or a drip plug become injured, the rest of thesystem will still operate. By simply pinching together the ends of abroken pipe length, the entire system will operate, as well as if itwere intact, except, of course, that the bearing or bearings on thebroken line beyond the break would receive no lubricant until the injurywas repaired.

It is claimed:

1. In combination with a mechanism having structural members, a centrallubricating installation comprising a distributing piping system havingpiping mains along each structural member, said mains being formed of aseries of pipe sections which are simultaneously coupled together andsupported upon said side members by junction fittings, said fittingsbeing provided with suitable openings in integral portions thereof enabling bolting to the side members.

2. In combination with a mechanism having structural members carryingbearing structures, a central lubricating installation comprising adistributing piping system having piping mains along said members, saidmains in part at least consisting of a series of pipe sections, whichpipe sections are coupled together and simultaneously supported from thebearing structures by means of drip plugs provided withintercommunicating coupling heads.

3. In a central lubricating installation for a mechanism carryingbearing structures, a distributing conduit system leading to the bearingstructures, flow metering instrumentalities associated with said conduitsystem to proportion lubricant among said bearing structures and asource of pressure connected to said distributing system, said flowmetering instrumentalities being attached directly to those bearingstructures that are in protected position and being positionedsubstantially away from those of the bearing structures that are inexposed position and connected to the latter by means of tail pipes.

4. In combination with a chassis having side and transverse members, acentral lubricating installation comprising a distributing pipingsystem, said piping system including a series of supporting junctionsattached to said members and sections of piping coupled to and betweensaidjunctions, said piping sections being made of greater length thanthe distance of said junctions so as to afford a certain amount offlexibility which will accommodate weaving of the chassis body.

5. In a centralized system for lubricating a multiplicity of bearings ona mechanism frame, in combination, a source of lubricant, pipingsupplied from said source, including a main lengthwise of the frame,branch conduits supplied from said main and leading to said bearings inparallel, and pipe fittings connecting the heads of the'several brancheswith the main, said fittings attached to the structure of the frame andconstituting mounts for the main and for the heads of said branches.

6. In a centralized system for lubricating a multiplicity of bearings ona mechanism frame, in combination, a source of lubricant, pipingsupplied from said source and including a plurality of mains extendingalong the sides of the frame, each of said mains comprising a pluralityof pipe lengths, pipe fittings connecting the ends of the pipe lengthsof each of said mains in series, and constituting mounts for attachmentof said mains to the frame, each of said pipefittings having one or moreextra nipples, and branch conduits supplied from said extra nipples andleading to bearings.

7. In a mechanism lubricating installation, in combination, a source oflubricant secured to the frame of the mechanism, a primary multi-nipplepipe fitting rigid with said chassis frame and sup plied from saidsource, lengths of piping connected to nipples of said fitting,secondary multinipple pipe fittings connected at various points of thestructure of the frame, each supplied at. one of the nipples thereoffrom a corresponding one of said pipe lengths and pipe lengths connected to the remaining nipples of said secondary fittings and leadingto bearings.

8. A pressure or fluid distributing piping system including amultiplicity of outlets in parallel from the system, some at terminalsof the line and others in the run of the line, said piping includingdistinct lengths connected between con secutive outlet fittings andhaving coupling connections thereat, each line fitting being of Tformation with a fiow controlling outlet in the stem or branch thereof,and with pipe coupling connections at the arms thereof.

9. In a central lubricating installation, for a mechanism carryingbearing structures, a distributing conduit system leading to the bearingstructures, fiow metering instrumentalities associated with said conduitsystem to proportion lubricant among said bearing structures and asource of pressure connected to said distributing system, said flowmetering instrumentalities being attached directly to those bearingstructures that are in protected position and being positionedsubstantially away from those of the bearing structures that are inexposed position and connected to the latter by means of tail pipes.

10. In combination with a mechanism having structural frame memberscarrying bearing structures, a central lubricating installationcomprising a distributing piping system having piping mains along saidframe members, leading to said structures, said mains being formed of aseries of pipe sections which are simultaneously coupled together andsupported upon said side members by junction fittings and which aresupported upon the bearing structures by metering fittings, saidjunction fittings being provided with suitable openings in integralportions thereof enabling bolting to the structural members and saidmetering fittings. being provided with threaded connections to saidbearing structures, one of said metering fittings including a pipefitting having a pair of nipples in one plane, and a third nipple atright angles to each of said pair of nipples, said third nipple havinglubricant outlet means at its end and having in the interior thereof ahighly restricted lubricant-flow controlling passage, and a valve insaid fitting operating under pressure applied through one of the nipplesfor passing lubricant through the other nipples.

11. In combination with a mechanism having structural frame memberscarrying bearing structures, a central lubricating installationcomprising a distributing piping system having piping mains along saidframe members leading to said structures, said mains being formed of aseries of pipe sections which are simultaneously coupled together andsupported upon said side members by junction fittings and which aresupported upon the bearing structures by metering fittings, saidjunction fittings being provided with suitable openings in integralportions thereof enabling bolting to the structural members and saidmetering fittings being provided with threaded connections to saidbearing structures, one of said metering fittings including a pipefitting having three nipples protruding therefrom, one of said nippleshaving in the interior thereof a highly restricted lubricant-flowcontrolling passage and a valve in said fitting operating under pressureapplied through another of the nipples for passing lubricant through theremaining nipples.

GEORGE BIJUR,

Executor of the Estate of Joseph Bia'ur, Deceased.

